Clutch



Aug. 14, 1945. w. E. MOFFITT CLUTCH Original Filed Oct. 7, 1940 3 Sheets-Sheet l 1945' w. E. QMOYFFITTI 2,382,088

CLUTCH 3 sheets-Sheer? Original Filed Oct 7, 1940 Aug. 14, w MOFIFITT 2,382,088

CLUTCH Original Filed Oct. 7, 1940 3 Sheets- Sheet 5 Patented Aug. 1 4 1945' CLUTCH William E. Moflitt, Muncie, Ind., assignor to Borg- Warner Corporation, Chicago, I ll., a corporation of Illinois Original. application October -7, 1940, Serial 'No.

359.987. Divided and this application September 20, 1943, Serial No. 503,057

,11 Claims. (Cl. 19291) This invention relates to a clutch and clutch operating mechanism adapted for use with a variable speed transmission wherein a change of speed may be effected without completely disconnecting the driving and. driven shafts for more than a short period oftime.

The invention contemplated herein is disclosed in its preferred form with reference to a transmission which is adapted for use in connection with an aircraft engine,.such engine being dependent upon the propeller of the aircraft for creatin the centrifugal force of a flywheel. It is essential in aircraft of the heavier-than-air or wing type that there is a connection at all times between the propeller and the engine shaft for the purpose of avoiding any inadvertent stalling of the engine or causing the wind-milling" of the propeller. g

One of the principal objects of the present invention is to simplify the construction of a clutch and control such as contemplated herein and to improve the operation and efliciency' thereof.

Another object of this invention is to'provide a.

positive clutch for a variable speed transmission that is adapted to eliminate back-lash thereby obviating hammering action upon the driven clutch member which is caused by excessive vibra tion in the driving member of the clutch.

A still further object of this invention is to provide a clutch wherein one of the clutching elements thereof is automatically released through the action of a 'control for the transmission assembly and such release immediately causes the drive to betransmitted ina positive manner through another ratio.

It is an object of this invention to provide a dogs and the roller and cam device whereby radial thrust which is produced by the rollers is taken by the fluid motor and at the same time the rotation of one of the gearsof the transmission is arrested.

Additional objects, aims and advantages of the present invention will be apparent to persons skilled in the art after the construction and operation of the improvedclutch and control is understood from the within description.

It is preferred to accomplishthe numerous objects of this invention and to practice the same in positive clutch of thedog type that is adapted for use with a two-speed transmission for the purpose of connecting the driving and driven shaftsfor direct drive, andwherein suitable gearing is provided which, with the assistance of a roller-andcam'device, is effective to transmit the torque at a reduced speed when the positive clutch is disengaged.

Another object is to provide a clutch that is self-synchronizing and is provided with means for preventing the engagement of the interfitting piartsexcept when a reversal of the torque takes p ace. Y

A further object is to provide clutch dogs that are-normally resiliently biased to their engaged position, and are disengaged by means of a fluid operated motor.

A still further object is to provide a novel coaction between the fluid motor which disengages the substantially the manner hereinafter fully .described and as particularly pointed out in the appended claims, reference being made to the accompanying drawings that form a part of this specification.

Fig. 1 is a graphic view partly broken away of an aircraft engine, propeller, and transmission with the clutch control schematically incorporated thereon;

Fig-2 is a longitudinal axial section of the clutch and transmission showing instrumentalities for controlling the clutch, the view being taken on line 2-2 on Fig. 3;

Fig. 3 is a front elevation partly in section of the clutch assembly and a portion of the transmission, the view being taken on line 3-3 of Fi 2;

Fig. 4 is a plan view of one of the clutchelements taken along line 4-4 of Fig. 3;

' Fig. 5 is a section through the clutch element of Fig. 4. taken along line 5-5 of Fig. 4;

Fig. 6 is a section'through a portion of the clutch element of Fig. 4, taken along line 5-6 of Fig. 3;

Fig. 7 is a fragmentary elevation partly in section showing details of the control valve;

Fig. 8 is a fragmentary side elevation of the control valve of Fig. 7, taken along line 8-8 of Fig. 7;

Fig. 9 is a section through the valve and associated housing of Fig. '7, taken along line 9--9 of Fig. 8;

Fig. 10 is a fragmentary view of the exterior of the casing showing the control for the valve;

Fig. 11 is an exploded view of two of the elements of the clutch shown in Fig. 4; and

Fig. 12 is a fragmentary rear elevation of a portion of the clutch operating mechanism, taken along line l2--l2 of Fig. 2.

These drawings are to be understood as being more orless of a schematic character for the purpose of disclosing a typical or preferred emiment of the improvements contemplated utilized in association with the aforesaid variable transmission to connect the driving and driven shafts together for direct drive, and wherein suitable gearing is provided which, with the assistance of a roller-and-cam device, is eifective to transmit the torque at a reduced speed-when.

the positive clutch is disconnected. It will be understood however that the clutch audits acts-' ator are adapted for use in connection with other structures than above suggested. This positive clutch is of the self-synchronizing type; and it is provided with means for preventing the engagement of the interfltting parts except when a reversal of the torque takes place. The clutch dogs are normally resiliently biased to their engaged position, and they are disengaged by a fluid.

operated motor. Incidentally, a novel co-sction is provided between the fluid motor and a roller and cam device of the transmission, whereby radial thrust produced by said rollers istaken by the fluid motor, and at the same time the rotation of one of the gears of the transi'nlssionv is arrested.

Referring to the drawings now for a detailed description of the invention, and particularly to Figs. 1 and 2, represents agasoline engine which may be one of those falling into the classification of "light engines," that is a d-cylinder engine or the equivalent, developing in the neighborhood of 50 horse-power. I wish it clearly understood, however, that the invention is not limited to engines of this size, but can be used to advantage with practically any aircraft engine, the light engines" being used here merely for purpose of illustration. A propeller 2! of the fixed pitch type is to be driven by engine 20, and the improved variable speed transmission 22 is inserted between engine 20 and propeller 2| to provide a low ratio and a direct drive for propeller 2|. Transmission 22 is bolted directly upon engine 20 and is of rather small diameter so that it can be made to fit conveniently within the cowling usually provided for airplane engines.

The transmission 22 is shown in greater detail in Fig. 2 to which attention is now directed. Engine shaft 23 projects into housing 24 of transmission 22 and is bolted to a drum 2|, a portion of which is formed with internal teeth to constitute a rin gear 26. Meshing with ring gear 26 are three planet gears 21, which, in' turn, mesh with a centrally located sun gear ll. Planet gears 21 are mounted upon axles 23 which are supported upon a carrier flange 2| integral with a driven shaft 3|. Said shaft II is piloted at its right-hand end 32 (Fig. 2) in engine shaft 23 and extends outwardly in the opposite direction through the transmission, its extending end 33 being provided with long splines is keyed a propeller hub 33.

It may be stated at this point that since airplane engines are made as light as possible and" are therefore supplied with less fly-wheel mass 34 upon which assaoas reason, carrier 30 and driven shaft 3! are made as a single forging 1 thereby eliminating the splined connection between the carrier and shaft and the possibility of a failure of the spline by reason of the excessive hammer of the engine.

It will be apparent that if carrier 30 and drum 2| are connected together non-rotatably a direct drive is effected between drive shaft 23 and driven sh'aftli. .Ontheother hand, if sun gear 23 is held against rotation and the rigid connection between drum 281 and carrier ll is broken, driven shaft II will rotate-at a reduced speed with respect to engine shaft thereby permitting the engine to rotate at a higher speed than the propeller.

Sun gear 28 is in the form of a collar which is freely rotatable on1driven. shaft 3|. Between sun gear 23 and propeller hub, 35 are spacer sleeve, ball'racej'l, and another spacer sleeve 32 A thrust, washer 32 is pinned to the righthand end (Fig. 2) of sun gear 24 and serves to maintain a proper spacing between carrier 30 and the sun gear. A second thrust washer 40 is pinned to the opposite endof the sun gear and serves to limit'movement of the sun gear toward the propeller. 'Bp'acer 33 is provided with a shoulder 4| 1 which abuts a stepped portion of driv'en shaft 8i and takes the reaction of nut ID! on theend'of driven shaft 3|. A single nut therefore serves-"to hold the propeller hub and sun gear in their proper places on driven shaft 3|.

than might be desirable for a smooth flow of The positve means for locking the drive shaft to the driven shaft is of the radially movable dog and windowed drum type. Drum 25 is thus provided with substantially rectangular windows 42 which are axially aligned with radially movable dogs 43. rotatable with, an annular plate 44 which is riveted to carrier 30 and forms a part thereof. The details of construction of the dogs are more clearly shown in Figs. 3 to 6 and 11, to which figures reference is now made.

Dogs. 43 are in the form of rectangular blocks of steel which are radially disposed on plate 44 and are adapted to move radially outward to extend into theaxially aligned windows 42 on drum 25. The dogs ar located in lugs 45 which may be integral'with plate 44, the lugs being provided with radial slots 46 in which the dogs are received. A cover plate 41 i bolted to lugs 45 and prevents dogs 43 from moving axially out of slots 48. Each plate 41 is provided with a radially inwardly extending tongue 48 the inner end of which is bent to form a pair of ears 49 positioned in a plane at right angles with the axis of the associated dog. To ears 49 are fastened cylindrical rojections III which serve to center a pair of dog-actuating compression p in s ll. I

Th outer region of each dog 43 i pierced by a tightly fitting pin32 whch extends symmetrically from the sides of the dog. The extended ends of the pin have their inner surfaces flattened to provide bearing surfaces 53 for'the opposite ends of compression springs 3|. Thus each dog 43 is continuously biased radially outwardly toward windows 42 in drum 2! by springs 5i. This is true whether-or not the carrier is rotating so that the radial movement of the dogs is not dependent upon centrifugal force,

In order to prevent the abrupt engagement of a dog with a window the outer surface 54 of each dog is 'chamfered so that the dog will merely tend to ratchet over the windows until the dogs Said dogs 43 are supported on, and

assaose and windows rotate at the same speed, .whereupon a slight relative movement between the dogs and windows will cause the dogs to enter the nearest windows and effect a connection between the drum 2! and carrier 30.

It was stated previously that due to the low mass of the driven elements associated with the engine and the low number of cylinders generally used in light engines the vibrations occasioned by the firing of the. cylinders are very great.. In a positive clutch of the type described, excessive vibration results in a hammering action upon the driven elements because of the unavoidable back-lash which exists between the clutching elements. This hammering action causes the driv ing faces of the clutch elements to wear very rapidly and in certain cases to crystallize and break. To avoid the excessive wear on the cooperating clutch elements, the dogs and windows in the present improved transmission are provided with cooperating oblique surfaces which cause the dogs to engage the windows with a wedging action. The oblique surface. on the dog is shown at 55 and the cooperating oblique sur-' face on the window is shown at. 6. These surfaces are the trailing surfaces, the driving surfaces I! and 58 on the dog and window respectively being substantially parallel to the axis of the dog so that the driving force will not have any tendency to withdraw the-dog from the window when it is intended to be engaged. 'Ihe'driving action will of course transmitted to the opposite oblique surfaces to someextent, but due to the peripheral spacing "between the driving and oblique surfaces, the line of thrust will be ubstantially 'normal to the oblique surfaces. This of course is true only to a limited extent and some radially-inwardly component of force will be present. The angle of the oblique surfaces however, is so chosen that the force of friction will be ample to offset any radially inward component that might exist. v

To avoid any unpleasant ratcheting that might occur during the interval when dogs 43 are rotating relative to windows 42, a blocker is provided for each dog which maintains the dog in withdrawn position until a slight reversal in torque takes place between the dogs and windows whereupon the blocking element is moved out of the way and dogs 41 then spring into the nearest windows. The blocking element is in the form of a segment 59 of a ring (Fig. 11) having a relatively wide slot '8 on one side thereof and a narrower slot 8i, within slot ill. Slot BI is wide enough to accommodate the outer end of dog 43, and slot 80 is slightly wider than lug 45 on carrier plate 44. Said segment I! is disposed between drum 2| and the outer surface of lug 45, the latter being provided with a groove '2 to receive the blocker segment. Groove 62 is Just wide enough to accommodate the portion of segment is included within the walls of slot ll so that the extremities of segments I. are too wide to enter groove '2. Since slot II is slightly wider than lug 4|, segment II is free to move through a small distance relative to lug 4|. This provides the segment. with at least two. positions that it may assume relative to the lugs. In one of the positions inner slot I is aligned with dog 43 and offers no obstacle to the outward movement of the dog. In the other position, slot II is not aligned with dog 43 and accordingly the dog cannot move past the blocker to enga e drum 2!.

The relative movement between segment I! and lug 4| is provided by th force of friction between outer surface OI on the segment and the inner surface of drum 25. 'I'hisfor eof friction is augmented by means of' balls 04 located in drilled openings il in lugs 45 and pressed radially outward by compression springs it The operation of the blocker is as. follows: When dogs 43 are withdrawn and relative movement exists between drum 2! and carrier plate 44, th force of friction between segment 59 and drum 2! will cause the segment to move peripherally relative to lug 45 a distance permitted y the length of slot '0. This peripheral movement is sumcient to cause slot 8| to'move over out of registry with dog 43 and thereby effecting a blocking of the radial movement of the dog. When drum 2! and lug 45 which tends to move segment I! in the opposite direction. Just as soon as it has moved in the opposite direction sumciently to uncover dog 43, the latter will be freed and will move into engagement with one of the windows.

The means for arresting the rotation of sun gear 28 to establish a reduced drive is a 'oneway brake which is shown in Fig. 2. Casing 24 is provided at its forward and inner end with a plurality of internal teeth 61 which engage external teeth 68 on a collar 09. Said collar 69 is provided with cam surfaces 10 which are similar to those found in a roller type of one-way clutch. The forward end of sun gear 28 is formed with external splines H with which are engaged. internal splines 12 of a drum 13. Said drum 1! overhangs collar 89 and is provided at its extremity with a friction surface 14 spaced from cams 10. Between the cam surfaces HI and-friction surface 14 are located a plurality ofrollers II.

The direction of inclination of cam surfaces 10 is such that drum I3 and its connected sun gear 2,! cannot rotate reversely with relation to drive shaft 23, but can rotate in the same direcbe remembered that dogs 43 are normally biased to engaged position by springs 5i, and therefore no engaging means is necessary for the. clutch.

To disengage the clutch it is necessary to overcome not only the force of'engaging spring II but also several other forces such as centrifugal force, the force of friction between the oblique surfaces and 58 and the torque load that might exist, at the instant of release. Such a releasing force is necessarily rather large, and accordingly power means are used to effect the release of the clutch.

The radially inwardly movement of dogs 4| to effect a release is secured by means of bell cranks 18 which are pivotally mounted on ears 11 on lugs 45. Dogs 43 are provided with apertures 18 near the lower ends thereof into which one arm of bell crank' II extends. The other arm of bell crank 18 is adapted to be engaged by an annular plate 18 which is spaced axially from carrier plate 44. On the opposite side of plate I! from bell crank 18 is an annular piston II which is movable axially toward plate 19 by fluid pressure in chamber ii. Between piston II and plate 19 is a ball thrust bearing 82. Thus, when it is desired to release the direct drive clutch, fluidunder pressure isadmitted to chamberd'l to cause piston 88 to move to the right (Fig. 2).

This movement causes plate 18 to move toward bell crank 16 and eventually causes said crank to rotate in a clockwise direction. The arm of bell crank 18 which engages dog 43 will thenbe moved in such a manner as to withdraw dog-43 from windowed drum 25 and release the clutch.

Plate 19 is supported from plate-44 by means of a telescoping connection comprised of a pin 83'secured to plate 19 and projecting into a tube 84 secured to plate 44. A compression spring 85 serves to maintain plate 19 against bearing 82. Spring 85 also serves to eliminate rattles between the plate 19, bearing82 and piston 88. Thus, although power is required to move plate 19 in one direction, it is returned automatically by springs 85 to a released position. Furthermore, the pressure of springs 85 is transmitted to piston 88 and assists in forcing the fluid in chamber 8| outward when it is desired to release the direct drive clutch.

The fluid is controlled by the mechanism shown in Figs. 1, '7, 8, 9 and 10. In the apparatus disclosed, the fluid is taken from the lubricating oil system of the engine 28 by means-oi s;

pump 86 driven by engine 28, the pump and driving means therefor being shown diagrammatically. The oil under pressure is conducted through a tube 81 to a valve 88 located near piston 88. In Figs. '7, 9 and is shown a tapped opening 89 into which tube 81 is fastened by means of a suitable fitting (not shown).

The valve is comprised of a lug 90 which is a part of casing 24 and which is hollowed to provide a passageway 9| to chamber 8|. Passageway 9| is expanded in the space between an inlet passage-way 92 communicating with tube 81 and lined with a cylindrical liner 93. A cylindrical valve 84 is inserted in liner 93 and controls the fiow of oil into and out of chamber 8|. Said valve 94 is provided with a chamber 95 which is always in communication with passageway 9| leading into cylinder 8|. A side opening 98, when in registry with an outlet passage 91, permits the fluid to escape from chamber 8| to relieve the pressure behind piston 88. An-

' other side opening 98, when in registry with ini let passage-way 92, causes chamber 8| to be in communication with tube 8'! containing the oil under pressure. Side openings 96 and 98 are so arranged that when one is in registry with its passage-way,

the other passage-way is .ating surfaces I84 and I85 also constitute a'brake for arresting the rotation of sun gear 28.

Although the operation of the several portions of the transmission have been described "briefly elsewhere in the specification, the operation of the transmission as a whole will now be detailed. 7

It is apparent that the transmission is essentially-a variable speed transmission which in the illustration given hereinabove comprises adirect drive and a reduced drive. Valve 94 is normally set to release the pressure behind piston 88 and thereby permit dogs 43 to engage windows 42.

Thedirect drive clutch will normally be engaged and'drive shaft 23 will drive driven shaft 3| and its associated propeller hub 35 and propeller 2| at the same speed. When a reduced speed is desired, as for example when taking off, the pilot rotates v alve' 94 through 90, thereby cutting off communication with outlet passage 91 and connecting the oil pressure tube 8'! with chamber 8|. This causes piston 88 to move to the right '(Fig. 2), thereby moving annular plate 19 with it against the action of springs 85 until plate 19 strikes bell crank 16. Further movement in the same direction causes bell crank 16 to rotate about its pivot, withdrawing dogs 43' from their windows 42 against the action of engaging springs 5|. The instant that dogs 43 areuno longer in contact with drums '25 the load on driven shaft 3| causes theshaft and its associated. carrier 38 and planet pinions 21 to rotate more slowly than drive shaft 23, whereupon sun gear 28'wil1'tend to rotate still more slowlyand -may even stop and rotate in a reverse direction.

28. With sun gear 28 held stationary, planet pinionsf2'l will drive carrier 38 and its associblocked on. Suitable packing means 99 are provided to. prevent an oil leak past the valve. The

valve is controlled by an arm I88 which may be connected by means of a Bowden wire (not shown) to-the instrument panel of the airplane. A spring I 8 always maintains the valve in its released position, that is, in the position in which oil from chamber 8| is vented through passage-way 91 to casing 24.

Excess oil is returned to engine 28 through an aperture I82 at the bottom of casing 24 and a passage-way |83 which connects aperture I82.

with the oil reservoir in engine 28.

It will be noted that because of the'bell shape of drum '13 which serves to stop the rotation of sun gear 28, the radial force exerted by rollers 15 upon friction surface 14 may tend to expand the drum to a considerable extent. A feature of this invention contemplates providing a support for drum 13 by which the radial reaction sure is removed from bell crank 16.

ated shaft 3| at a reduced speed with respect to drive shaft 23. This condition will obtain as long as valve 88 is conditioned for reduced speed drive. When direct drive is to be resumed, the valve is released and its spring |8| will restore it to its normal position, that is, the position wherein chamber 8| is ventedand pres- As soon as pressure is relieved from behind piston '88, springs will immediately force the piston back to the-left (Fig. 2), thereby allowing bell crank "16 to rotate in a counter-clockwise direction. 'Spings 5|, which are always active, will then urge dogs 43 radially outwardly toward the win-. dows 42in drum 25. At such time, however, the

drum is rotating faster than the 'carrier and blocker segments 59 will be moved over to a position where notch 6| is not in registry with dog 43,-in this manner preventing the engagement of dogs 43 with windows 42. At this point the engine will be slowed down by releasing the throttle while the propeller, driven shaft Ii and carrier II will tend to rotate at substantially the same speed. When the speed of the drum falls slightly below the speed of the carrier lll so that there is a relative reversal of torque between the two, blocker segments I! will be moved in the opposite direction to align notch II with dog 43, whereupon the outward radial movement of the dogs will be completed and the dogs will engage their respective windows 42 in the drum to establish direct drive between drive shaft 21 and driven shaft 3|.

While operating in direct drive, the wedge fit effected by sloping surface 55 will prevent the dogs from rattling and becoming worn out prematurely through the constant hammer against the drum.

It will be noted that brake surfaces I04, I05 not only arrest the rotation of sun gear 28 just prior to the resumption of drive through the reduced ratio but they also perform the important function of taking the coast load of the propeller so that the latter will not be completely disconnected from the engine. The coast load tends to rotate sun gear 28 in a forward direction oiT the rollers 15, and if this forward reaction were not taken by friction surfaces I04, I05, the propeller and engine would be disconnected, thus depriving the engine of a flywheel and allowing the propeller to "windmill" freely. The coast load is not as large as the power load and hence may be taken by a friction brake.

It is understood that the foregoing description is merely illustrative of a preferred embodiment of the invention and that the scope of the invention, therefore, is not to be limited thereto but is to be determined by the appended claims.

l. A clutch comprising. relatively movable positive clutching elements, resilient means biasing said elements to clutching position, and power means for moving said elements out of clutching position, said elements having cooperating clutching surfaces which are normal to the direction of drive, and other cooperating surfaces which are oblique to the direction of drive to eliminate lost motion between the elements when in driving position.

' 2. A clutch comprising relatively movable positive clutching elements, resilient means biasing said elements to clutching position, and power means for moving said elements out of clutching position, one of said elements comprising an apertured drum and the remaining elements comprising at least one radially movable dog having an obliquely extending side to provide a wedge fit when engaged with the apertured drum.

3. A clutch comprising a windowed drum, a radially operative dog adapted to enter a window of the drum to effect engagement of the clutch, an axially movable power operated means, and a pivoted bell crank lever cooperating with the power operated means and dog to withdraw the dog from the window in the drum, thereby to release the clutch.

4. A clutch comprising a windowed drum, a

radially operative dog adapted to enter a window of the drum to eifect engagement of the clutch,

a support for the dog, an axially movable power operated means, a lever pivoted on the support and having one arm connected to the dog. a ring movable with the support and interposed between the power operated means and the other arm' of the lever, and anti-friction means interposed between the ring and power operated means, whereby axial movement of the power operated means toward the dog causes a pressure to be transmitted respectively through the antifriction means, the ring and the pivoted lever to the dog to withdraw the dog from its window, thereby to release the clutch.

5. A clutch as described in claim 4, said dog being continuously resiliently biased toward the windowed element;

6. A clutch as described in claim 4, said dog and windowed drum having cooperating driving surfaces which are substantially normal to the direction of thrust and other surfaces which are oblique to the direction of thrust, thereby providing a wedge flt between the dog and window.

7. A clutch comprising a windowed drum, a radially operative dog adapted to enter a window of the drum to effect engagement of the clutch, an axially movable fluid pressure means, and a pivoted bell crank lever cooperating with the piston and dog to withdraw the dog from the window in the drum, thereby to release the clutch.

8. A clutch comprising a windowed drum, a radially operative dog adapted to enter a window of the drum to effect engagement of the clutch, an axially movable annular piston, and a pivoted bell crank lever cooperating with the piston and dog to withdraw the dog from the window in the drum, thereby to release the clutch.

9. A clutch as described in claim 8 and means to prevent the piston from turning.

10. A clutch comprising a windowed drum driven by a shaft of a transmission; a radially operative dog drivingly connected to the transmission shaft and adapted to enter a window in the drum to effect engagement of the clutch; an

axially movable power operated means; and a pivoted bell crank lever cooperating with the power operated means and dog to withdraw the dog from the drum window thereby to release the clutch.

11. A clutch for connecting driving and driven shafts, comprising a windowed drum rotated by the driving shaft; radially movable dogs adapted to extend into the windows of said drum; 9. support for the dogs rotatable with the driven shaft; an annular plate axially spaced from the dogs; axially movable power means adapted to move the plate toward the dogs; support means for the plate mounted on the rotatable dog support;

resilient means continuously urging the plate toward the power means; resilient means continuously urging the dogs radially outward toward the windowed drum; and levers fulcrumed on the rotatable dog support and adapted to engage the dogs and plate to retract the dogs from the windows when the power means is actuated.

- WILLIAM E. MOFFI'I'I'. 

